Virtual attraction controller

ABSTRACT

A ride system includes a first ride vehicle and a second ride vehicle positioned within a course and configured to travel within the course. The ride system also includes a control system having at least one controller and at least one position tracking system, where the at least one controller is configured to control movement of the first and second ride vehicles, and where the at least one position tracking system is configured to facilitate identification of a first location and a second location of the first and second ride vehicles, respectively, within the course. The ride system also includes a wireless network configured to enable communication between components of the ride system. The at least one controller is configured to receive data indicative of the first and second locations of the first and second ride vehicles, respectively, where the at least one controller determines a control loop for the first and second ride vehicles based on the data indicative of the first and second locations, and where the at least one controller is configured to process the data indicative of the first and second locations to synchronize one or more show elements with the first and second locations.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.14/284,270, filed May 21, 2014, and U.S. patent application Ser. No.15/265,700, filed Sep. 14, 2016, the entire disclosure of which isincorporated herein by reference in its entirety.

BACKGROUND

The present disclosure relates generally to a system and method forcontrolling an attraction and, more particularly, to a system and methodfor controlling motion of a vehicle or a show event in an attractioncourse.

Theme park or amusement park ride attractions have become increasinglypopular. Amusement park rides often include traveling rides, whichinclude ride vehicles that travel along a path (e.g., a railway or atrack), fixed rides, which may include a motion base, or combinationsthereof. The path of a traveling ride may be situated in differentsurroundings (e.g., on a mountain top, in a tunnel, under the water).Along the path, there may be different types of show events, such asmoving action figures (e.g., animatronics), video screen projections,sound effects, water effects, and so forth. In fixed rides, a movablepassenger platform having multiple degrees of freedom is typicallysituated on a relatively still base. The passenger platform can move inseveral different directions including angular movements, such as roll,pitch and yaw, and linear movements, such as heave and surge. Thepassenger platform is also frequently positioned adjacent one or moreprojection screens showing a series of images or a motion picture. Foradded realism and effect, the movement of the passenger platform can besynchronized with the projected images or motion picture.

Controlling and monitoring of amusement park rides are generally carriedout using a central controller or computer. For example, the centralcontroller may monitor each ride vehicle's position on an associatedpath and when vehicle spacing is within a predetermined minimumdistance, all ride vehicles on the path may be stopped. The centralcontroller may also trigger show events, such as video screenprojections, based on ride vehicle positioning. Such control systemsoften include multiple sensors mounted at various locations along thepath with complex wiring for connecting each sensor to the centralcontroller. It is now recognized that such traditional control systemscan be costly to maintain and difficult to integrate.

BRIEF DESCRIPTION

Certain embodiments commensurate in scope with the originally claimedsubject matter are summarized below. These embodiments are not intendedto limit the scope of the disclosure, but rather these embodiments areintended only to provide a brief summary of certain disclosedembodiments. Indeed, the present disclosure may encompass a variety offorms that may be similar to or different from the embodiments set forthbelow.

In accordance with one aspect of the present disclosure, a ride systemincludes a first ride vehicle and a second ride vehicle positionedwithin a course and configured to travel within the course. The ridesystem also includes a control system having at least one controller andat least one position tracking system, where the at least one controlleris configured to control movement of the first and second ride vehicles,and where the at least one position tracking system is configured tofacilitate identification of a first location and a second location ofthe first and second ride vehicles, respectively, within the course. Theride system also includes a wireless network configured to enablecommunication between components of the ride system. The at least onecontroller is configured to receive data indicative of the first andsecond locations of the first and second ride vehicles, respectively,where the at least one controller determines a control loop for thefirst and second ride vehicles based on the data indicative of the firstand second locations, and where the at least one controller isconfigured to process the data indicative of the first and secondlocations to synchronize one or more show elements with the first andsecond locations.

In accordance with another aspect of the present disclosure, a ridesystem includes a first ride vehicle and a second ride vehiclepositioned at first and second locations, respectively, along a course,and configured to move throughout the course. The ride system alsoincludes a primary controller of a control system, where the primarycontroller is configured to receive a first data set indicative of thefirst and second locations of the first and second ride vehicles,respectively. The ride system also includes a backup controller of thecontrol system, where the backup controller is configured to receive asecond data set indicative of the first and second locations of thefirst and second ride vehicles, respectively. The ride system alsoincludes a bi-directional voting circuit of the control system. Thebi-directional voting circuit is configured to select between the firstdata set and the second data set to enable the control system to form acontrol loop for the first ride vehicle and the second ride vehicle. Thecontrol system controls movement of the first ride vehicle and thesecond ride vehicle based on the control loop.

In accordance with another aspect of the present disclosure, a methodfor controlling a first ride vehicle and a second ride vehicle within acourse includes identifying a first location of a first ride vehicle anda second location of a second ride vehicle, transmitting a first dataset indicative of the first and second locations to a primarycontroller, transmitting a second data set indicative of the first andsecond locations to a backup controller, selecting a controlling dataset between the first and second data sets, forming a control loop basedon the controlling data set, and controlling movement of the first andsecond ride vehicles in accordance with the control loop.

DRAWINGS

These and other features, aspects, and advantages of the presentdisclosure will become better understood when the following detaileddescription is read with reference to the accompanying drawings in whichlike characters represent like parts throughout the drawings, wherein:

FIG. 1 is a schematic representation of an embodiment of a ride controlsystem in accordance with the present disclosure;

FIG. 2 is a plan view of a track upon which a ride vehicle may travel inaccordance with an embodiment of the present disclosure;

FIG. 3 is a schematic representation of a ride control system includingfive ride vehicles traveling along a course in accordance with anembodiment of the present disclosure; and

FIG. 4 is a block diagram of a method for monitoring and controlling aplurality of vehicles in a course.

DETAILED DESCRIPTION

The present disclosure provides a ride control system including aplurality of ride vehicles positioned within a course and configured totravel within the course. Each of the plurality of ride vehiclesincludes a vehicle controller configured to control movement of therespective ride vehicle. The movement of each ride vehicle may includeexternal movements, such as running and stopping of the ride vehicle inthe course, and internal movements, such as rotation and tilting of apassenger platform with respect to a base of the ride vehicle. Each ofthe plurality of ride vehicles also may include a position trackingsystem configured to facilitate identification of a location of therespective ride vehicle within the course. Each vehicle controller isconnected to a vehicle transceiver.

The ride control system also includes a system controller that includesa primary controller and a backup controller. The primary controller isconnected to a primary transceiver. A primary wireless network is formedby the primary transceiver and the plurality of vehicle transceivers.Thus, the primary wireless network includes the primary controller andthe plurality of vehicle controllers. Via the primary wireless network,the primary controller may receive data indicative of the status (e.g.,position and velocity) of each of the plurality of ride vehicles, and,based on the received data, send instructions to adjust the movement ofthe respective ride vehicle. For example, the primary controller, uponreceiving data indicating a first ride vehicle is approaching a secondride vehicle at an excessive speed, may direct the first ride vehicle todecelerate or stop.

In addition, the primary controller, in some embodiments, is connectedto and controls operations of one or more show events within the course.The show events may include video projection of images or motionpictures, performance of action figures or cartoon characters, soundeffects, or the like. Based on the received data indicative of thestatus (e.g., position and velocity) of each of the plurality of ridevehicles, the primary controller may send instructions to the respectiveride vehicle and/or the show events to synchronize the movement of therespective ride vehicle with the show events. For example, the primarycontroller may trigger a show event earlier when a ride vehicle travelstoward the show event at a higher speed. Also, for example, the primarycontroller may send instructions to the ride vehicle to adjust its speedof traveling and rotation of the seat to synchronize with different showelements of the show event.

In accordance with the present disclosure, the primary controllermonitors and controls each of the plurality of ride vehiclesindependently. For example, the primary controller may control therunning and stopping of each of the plurality of ride vehiclesindependently. The primary controller may direct one ride vehicle tobypass the main path to enter a maintenance station while keeping otherride vehicles running on the main path. The primary controller may setindependent show event clocks of a show event with respect to differentride vehicles and adjust the movement of the ride vehicles tosynchronize with the corresponding show event clocks.

Furthermore, in accordance with the present disclosure, the systemcontroller of the ride control system may also include the backupcontroller with an associated backup transceiver. The backup transceiverand the plurality of vehicle transceivers form a backup wirelessnetwork. Via the backup wireless network, the backup controller monitorsthe position and velocity of each of the plurality of the ride vehiclesin addition to, and independent of, the primary controller. Thus, thebackup controller can be utilized to provide independent data for addedaccuracy or robustness of position monitoring of the plurality of ridevehicles. In case of failure of the primary controller or the primarywireless network, the backup controller may control the movement of theplurality of ride vehicles.

Moreover, the ride control system may monitor the performancedegradation of each of the plurality of ride vehicles by recordingoperational status factors, such as velocity or motor output, over aperiod of time. This allows for prediction of maintenance status of eachof the plurality of ride vehicles. Furthermore, the ride control systemin accordance with the present disclosure may also calculate virtualblocking zones of each of the plurality of ride vehicles, therebyremoving physical breaks between zones of the course. For example, basedon the received data indicative of position and velocity of each of theplurality of ride vehicles, the primary controller may calculate virtualblocking zones around (e.g., in front of, in back of) the respectiveride vehicles. Once the calculated virtual blocking zones for differentride vehicles start to overlap, the primary controller may direct one ormore of the ride vehicles to adjust their movement (e.g., to slow downor stop) to avoid collision.

With the foregoing in mind, FIG. 1 illustrates a schematicrepresentation of an embodiment of a ride control system 10 inaccordance with the present disclosure. The ride control system 10includes a plurality of ride vehicles (e.g., a vehicle 11) positionedwithin a course and configured to travel within the course. The coursemay include an open space, a playground, or a path (e.g., a railway or atrack). The vehicle 11 includes a base 12 and a passenger platform 14(e.g., a passenger seating area) on top of the base 12. An actuator 16,which may represent multiple actuators, connects the base 12 and thepassenger platform 14 about a central region 18 of the passengerplatform 14. A vehicle controller 20 controls the actuator 16 to impartmotion in multiple degrees of freedom on the passenger platform 14. Suchinternal motion of the passenger platform 14 with respect to the base 12may include angular movements, such as roll, pitch and yaw, and linearmovements, such as heave and surge. The actuator 16 may be any suitabletype actuator for providing motion, including, but not limited to,electrical, hydraulic, pneumatic, mechanical, or any combinationthereof. In some embodiments, the actuator 16 represents a set ofmultiple actuators that connect the base 12 and the passenger platform14 and provide motion of the passenger platform in multiple degrees offreedom.

In the illustrated embodiment, the passenger platform 14 includes one ormore seats 22 on which one or more passengers 24 may sit. The vehicle 11moves within the course in a general direction, illustrated by an arrow26. One or more show events, as discussed in greater detail below, maybe disposed within the course. When the vehicle 11 moves in thedirection 26 and approaches a show event, the show event may betriggered, and the passenger 24 may view, listen to, and/or interactwith the show event. For added realism and effect, the show event may besynchronized with the movement of the passenger platform 14. Forexample, the passenger platform 14 may be rotated with respect to thedirection 26 to facilitate viewing the show event as the vehicle 11passes the show event. The passenger platform 14 may also, for example,tilt to simulate a turn motion of the vehicle 11 as the show event isdisplaying a car making a turn.

To provide external movements of the vehicle 11, the vehicle 11 includesa motor 28 and a brake 30. In some embodiments, the vehicle 11 mayinclude a steering device, such as a steering wheel. The externalmovements of the vehicle 11 may include running (e.g., acceleration,deceleration), stopping, and steering of the vehicle 11. The motor 28may be powered by any suitable power source, including, but not limitedto, a battery, a solar panel, an electrical generator, a gas engine, orany combination thereof. The brake 30 may be mounted to one or morewheels 32 of the vehicle 11. The operations of the motor 28 and thebrake 30 may be controlled by the vehicle controller 20. For example,the vehicle controller 20 may control the motor 28 to adjust its outputpower to accelerate or decelerate the vehicle 11. The vehicle controller20 may also control the brake 30 to apply certain amount of force on thewheels 32 to decelerate or stop the vehicle 11. In some embodiments, thesteering device may also be controlled by the vehicle controller 20.

The vehicle 11 includes a position tracking system 34 for monitoring itsposition within the course. As discussed in greater detail below, aplurality of position indicators may be disposed in the course. Eachposition indicator represents a unique location (e.g., coordinatesrelative to one or more reference points) within the course. The vehicleposition tracking system 34 includes a reader 36. As the vehicle 11travels in the course and is near a position indicator, the reader 36may sense the position indicator to provide the position information ofthe vehicle 11. The reader 36 then supplies the position information tothe vehicle controller 20.

The vehicle controller 20 includes various components that may allow foroperator interaction with the vehicle 11. The vehicle controller 20 mayinclude an automation controller or set of automation controllers, suchas a distributed control system (DCS), a programmable logic controller(PLC), or any computer-based device that is fully or partiallyautomated. For example, the vehicle controller 20 may be any deviceemploying a general purpose or an application-specific processor 38. Thevehicle controller 20 may also include a memory 40 for storinginstructions executable by the processor 38 to perform the methods andcontrol actions described herein for the vehicle 11. The processor 38may include one or more processing devices, and the memory 40 (e.g., ahard drive) may include one or more tangible, non-transitory,machine-readable media. By way of example, such machine-readable mediacan include RAM, ROM, EPROM, EEPROM, CD-ROM, or other optical diskstorage, magnetic disk storage or other magnetic storage devices, or anyother medium which can be used to carry or store desired program code inthe form of machine-executable instructions or data structures and whichcan be accessed by the processor 38 or by any general purpose or specialpurpose computer or other machine with a processor. While certainexample embodiments are described herein as being operable to performfunctions with the vehicle controller 20 (e.g., the processor 38), itshould be noted that such functions may be performed by the primarycontroller 48 and/or cooperatively performed by the primary controller48 and the vehicle controller 20.

The vehicle controller 20 also includes a vehicle clock 42 (e.g., asoftware clock application) that operates to provide timing informationfor operations of the vehicle controller 20. For example, the vehicleclock 42 may time stamp when the vehicle controller 20 sendsinstructions to the motor 28 to accelerate the vehicle 11, or to thebrake 30 to stop the vehicle 11. The vehicle clock 42 may also timestamp when the reader 36 reads position information of the vehicle 11.The memory 40 of the vehicle controller 20 stores the position dataprovided by the reader 36 and the corresponding timing data provided bythe vehicle clock 42. For example, the memory 40 may store the positionof the vehicle 11 at a specific time and/or during a period of time. Theprocessor 38 may then access the memory 40 for the stored position andtiming data and calculate a velocity of the vehicle 11 at any specifictime and/or an average velocity during a period of time. The calculatedvelocity information may also be stored in the memory 40.

The processor 38 of the vehicle controller 20 may also calculate orotherwise establish (e.g., receive from a central controller, such asthe primary controller 48) a blocking zone of the vehicle 11 and maylikewise identify (e.g., calculate or receive) respective blocking zonesfor other vehicles on the course. These blocking zones may be describedas regions surrounding the respective vehicles (e.g., vehicle 11). Ifthe blocking zone for the vehicle 11 is found to overlap with theblocking zone of another vehicle within the course, the system 10 maytake precautions to avoid interference between the two vehicles and theassociated distraction of the riders 24 from the desired rideexperiences. For example, in determining the blocking zone for vehicle11 the processor 38 or the system controller 48 may determine, based onthe current velocity and loading condition of the vehicle 11, a stoppingdistance in which the vehicle 11 would come to a full stop with aspecific deceleration (e.g., a pre-determined value, or with full forceof the brake 30).

The blocking zone may be demarcated as a boundary (e.g., a circle)around the vehicle 11. In one embodiment, the boundary is a circle withthe radius of the determined stopping distance in a particulardirection. In one embodiment, the boundary may be demarcated as regions(e.g., in front of and behind the vehicle 11) on the path that wouldestablish a desired buffer zone based on measured values associated withthe vehicle 11 (e.g., speed) and/or other vehicles. In accordance withthe present disclosure, the blocking zone of the vehicle 11 is dynamicbecause the area of the blocking zone may be adjusted in essentiallyreal-time based on the velocity and position of the vehicle 11. Thus,the blocking zone, which is defined relative to the vehicle 11, moves asthe vehicle 11 moves in the course. The size of a blocking zone may alsobe dynamically adjusted based on a location within a course. Forexample, it may be desirable to extent blocking zones of vehicles in oneor more directions within a particular portion of a course to avoid lineof sight between vehicles, which may achieve a desired effect or rideatmosphere (e.g., the perception of being isolated).

The processor 38 of the vehicle controller 20 may also determine aloading condition (e.g., weight of all passengers in the vehicle 11) ofthe vehicle 11. In one embodiment, the vehicle 11 includes a weightsensor in the passenger platform 14. The weight sensor is configured tosense the weight of all passengers and send the weight data to thevehicle controller 20. In another embodiment, the vehicle controller 20determines the loading condition based at least on the motor outputpower and the traveling velocity of the vehicle 11. For example, whenthe vehicle 11 has a lighter load (e.g., two children riding the vehicle11 compared to two adults riding the vehicle 11), the motor may have alower output power to maintain the vehicle at a certain velocity, or thevehicle 11 may accelerate faster to reach a certain velocity with acertain output power. Thus, by recording the velocity change along withthe motor output power change, the vehicle controller 20 may determinethe weight of all passengers in the vehicle 11.

The ride control system 10 includes a system controller 43 to monitorand control the movement of the vehicle 11. The system controller 43includes a primary controller 48 and a backup controller 54. The vehicle11 includes a vehicle transceiver 44 (e.g., may represent a primaryvehicle transceiver and a backup vehicle transceiver) that is connectedto the vehicle controller 20. The vehicle transceiver 44 communicateswirelessly with a primary transceiver 46 that is connected to theprimary controller 48. Therefore, the vehicle controller 20, through thevehicle transceiver 44, is wirelessly connected to the primarycontroller 48 through the primary transceiver 46. Accordingly, a primarywireless network 50 is created containing at least the primarycontroller 48 and the vehicle controller 20. As the plurality of theride vehicles are positioned in the course, each vehicle controller 20with a vehicle transceiver 44 of the respective ride vehicle of theplurality of ride vehicles may be connected to the primary controller 48through the primary transceiver 46. Accordingly, the primary wirelessnetwork 50 may contain the primary controller 48 and the plurality ofvehicle controllers 20.

Data is transferred between the primary controller 48 and the vehiclecontroller 20 via the primary wireless network 50. The vehiclecontroller 20 may transfer data indicative of the status of the vehicleto the primary controller 48. Such data may include the vehicleidentifier, position, velocity, dynamic blocking zone, travelingdirection, motor output power, loading condition, or the like. Based onthe received data from the vehicle controller 20, the primary controller48 may send instructions to the vehicle controller 20 to control themovement of the vehicle 11. For example, the primary controller 48 maycompare the dynamic blocking zones of all ride vehicles in the course todetermine if any of the ride vehicles are likely to interfere with oneanother based on their traveling velocities, current positions, andtraveling directions. If so, the primary controller 48 may, for example,send instructions to a second ride vehicle that is behind a first ridevehicle to decelerate or stop. In accordance with the presentdisclosure, the primary controller 48 controls each of the plurality ofride vehicles independently. Thus, in the above example, while theprimary controller 48 sends the instructions to the second ride vehicleto decelerate or stop, the primary controller 48 may simultaneously sendthe instructions to the first ride vehicle to accelerate, or maintainthe current velocity, or even decelerate or stop as long as the dynamicblocking zones of the two ride vehicles are determined not to overlap.

In accordance with certain embodiments, the primary controller 48 isalso connected to, and controls the operations of, one or more showevents 51 in the course. The show event 51 may include video elements(e.g., projection of images or a motion picture), sound effects, movingelements (e.g., flying of an action figure, eruption of a volcano),animatronics (e.g., a walking dinosaur), or any combination thereof. Itis contemplated that any suitable show events that may be controlled bya controller may be included in the course. The show event 51 mayinclude a show clock 53. The show clock 53 may time stamp one or more(e.g., all) show elements of the show event 51 as the show event 51plays. For example, the show clock 53 may time stamp certain images of asequence of images, certain frames of a motion picture, certainmovements in a sequence of movements of an animatronic figure, or thelike. In some embodiments, the show clock 53 is integrated with theprimary controller 48 instead of the show event 51.

In accordance with the present disclosure, the primary controller 48may, based on the received data indicative of the status of the vehicle11, send instructions to the vehicle controller 20 and/or the show event51 to synchronize the movement of the vehicle 11 with the event 51. Forexample, the primary controller 48, upon receiving data indicative of ahigher traveling velocity of the vehicle 11 from the vehicle controller20, may trigger the show event 51 to start earlier as the vehicle 11approaches the show event 51. Conversely, the primary controller 48 maytrigger the show event 51 to start later upon receiving data indicativeof a lower traveling velocity of the vehicle 11. Also, the primarycontroller 48 may synchronize the internal movements of the vehicle 11(e.g., rotation, tilting of the passenger platform 14) with particularshow elements of the show event 51. If, for example, the primarycontroller 48 receives data indicative of a higher traveling velocity ofthe vehicle 11 from the vehicle controller 20, the primary controller 48may send instructions to the show event 51 to correspondingly increasethe playing speed of the show elements and increase the speed of theinternal movements of the vehicle 11, or may send instructions to thevehicle controller 20 to decelerate the vehicle 11 to a matchingtraveling velocity and decrease the internal movements of the vehicle 11with regard to the playing speed of the show elements.

In addition to wirelessly communicating with the primary transceiver 46,the vehicle transceiver 44 communicates wirelessly with a backuptransceiver 52. In some embodiments, a separate vehicle transceiver(e.g., rather than the vehicle transceiver 44) may be connected to thevehicle controller 20 and may communicated wirelessly with the backuptransceiver 52. The backup transceiver 52 is connected to the backupcontroller 54 of the system controller 43. Therefore, the vehiclecontroller 20, through the vehicle transceiver 44, is wirelesslyconnected to the backup controller 54 through the backup transceiver 52.Accordingly, a backup wireless network 56 is created containing at leastthe backup controller 54 and the vehicle controller 20. When more thanone vehicle 11 is positioned in the course, the backup wireless network56 may contain the primary controller 48 and a plurality of vehiclecontrollers 20. The backup wireless network 56 may operate at a samecommunication frequency as, but preferably a different communicationfrequency from, the primary wireless network 50.

Similar to the primary wireless network 50, data may be transferredbetween the vehicle controller 20 and the backup controller 54 and viathe backup wireless network 56. The vehicle controller 20 may transferdata indicative of the status of the vehicle to the backup controller54. Such data may include the vehicle identifier, position, velocity,dynamic blocking zone, traveling direction, motor output power, loadingcondition, or the like. In some embodiments, the backup controller 54,independent of the primary controller 48, may, based on the receiveddata from the vehicle controller 20, send instructions to the vehiclecontroller 20 to control the movement of the vehicle 11. In addition,the backup controller 54, independent of the primary controller 48, maysend instructions to the vehicle controller 20 and/or the show event 51to synchronize the movement of the vehicle 11 with the event 51.

As noted above, while certain data (e.g., position, velocity, dynamicblocking zone, traveling direction, motor output power, loadingcondition, or the like) of the vehicle 11 may be calculated or otherwiseobtained by the vehicle controller 20 (e.g., the processor 38), itshould be noted that such data may be calculated or otherwise obtainedby the primary controller 48, the backup controller 54, cooperatively bythe primary controller 48 and the vehicle controller 20, and/orcooperatively by the backup controller 48 and the vehicle controller 20.

The system controller 43 includes a bi-directional voting circuit 57that connects the backup controller 54 and the primary controller 48.The bi-directional voting circuit 57 is configured to compare theposition and velocity data of the vehicle 11 received by the primarycontroller 48 (via the primary wireless network 50) and the backupcontroller 54 (via the backup wireless network 56). The two sets of data(e.g., position data, velocity data) may have discrepancy due to someerrors that may occur in one of the wireless networks 50, 56 or one ofthe controllers 48, 54. For example, one of the wireless networks 50, 56may receive interference during data transmission, or one of thecontrollers 48, 54 may experience system malfunctions at some moment.The bi-directional voting circuit 57 may determine, based on, forexample, a pre-stored algorithm, which set of data (e.g., position dataor velocity data) is more accurate. This may include a comparison ofcurrent data with historical data. Based on the more accurate data ofthe vehicle 11, the system controller 43 may send instructions to thevehicle controller 20 to control the movement of the vehicle 11. In someembodiments, the primary controller 48 sends consequent instructions tothe vehicle controller 20 regardless of which data (e.g., data receivedby the primary controller 48 or by the backup controller 54) isdetermined to be more accurate. Only in certain situations (e.g.,communication via the primary wireless network 50 is lost, or theprimary controller 48 is down), the backup controller 54 may sendinstructions (e.g., stopping the vehicle 11) to the vehicle controller20 via the backup wireless network 56. The backup controller 54,however, is not configured to trigger or control the one or more showevents 51. In other embodiments, whichever controller (e.g., the primarycontroller 48 or the backup controller 54) is determined to havereceived the more accurate data may send consequent instructions to thevehicle controller 20. In these embodiments, the primary controller 48and the backup controller 54 work independently, but complimentary toeach other (e.g., at any time only one controller functions), to controlthe movement of the vehicle 11 and to synchronize the movement of thevehicle 11 with the event 51.

In some embodiments in accordance with the present disclosure, thesystem controller 43 may include more than two controllers (e.g., theprimary controller 48 and the backup controller 54). For example, thesystem controller 43 may include one primary controller (e.g., theprimary controller 48) and two or more (e.g., 2, 3, 4, 5, 6, or more)backup controllers (e.g., the backup controller 54) for addedrobustness, accuracy, and security. Accordingly, a multi-directional(e.g., 3, 4, 5, 6, 7, or more-directional) voting circuit may be used toconnect the more than two controllers. Similarly, the multi-directionalvoting circuit may be configured to compare the data of the vehicle 11received from the more than two controllers.

The primary controller 48 includes various components that may allow foroperator interaction with the primary wireless network 50 and thevehicle 11. The primary controller 48 may include a distributed controlsystem (DCS), a programmable logic controller (PLC), or anycomputer-based automation controller or set of automation controllersthat is fully or partially automated. For example, the primarycontroller 48 may be any device employing a general purpose or anapplication-specific processor 59. The primary controller 48 may alsoinclude a memory 58 for storing instructions executable by the processor59 to perform the methods and control actions of the system includingthe primary wireless network 50 and the vehicle 11. The processor 59 mayinclude one or more processing devices, and the memory 58 may includeone or more tangible, non-transitory, machine-readable media. By way ofexample, such machine-readable media can include RAM, ROM, EPROM,EEPROM, CD-ROM, or other optical disk storage, magnetic disk storage orother magnetic storage devices, or any other medium which can be used tocarry or store desired program code in the form of machine-executableinstructions or data structures and which can be accessed by theprocessor 59 or by any general purpose or special purpose computer orother machine with a processor.

The primary controller 48 also includes a primary clock 60 to providetiming information of various operations of the primary controller 48.For example, the position information of the vehicle 11 may betransferred from the vehicle controller 20 to the primary controller 48via the primary wireless network 50, and the primary clock 60 may timestamp when such position information is collected by the reader 36.Thus, the velocity of the vehicle 11 at a specific time and/or during aperiod of time may be calculated by the processor 59 of the primarycontroller 48, additionally or alternatively, by the processer 38 of thevehicle controller 20. The primary clock 60 may be synchronized with thevehicle clock 42, or may run independently of the vehicle clock 42. Insome embodiments, the primary clock 60 may also be used as the showclock 53.

Similar to the primary controller 48, the backup controller 54 alsoincludes a processor 62, a memory 64, and a backup clock 66. Theprocessor 62, the memory 64, and the backup clock 66 of the backupcontroller 54 operates similarly to the processor 59, the memory 58, andthe primary clock 60 of the primary controller 48, respectively. Thebackup clock 66 may be synchronized with the primary clock 60.

FIG. 2 illustrates an embodiment of a path (e.g., a track 80) on whichthe vehicle 11 is traveling. As noted above, the vehicle 11 may travelin any suitable course with or without the track 80. For example, thevehicle 11 may travel in an open area or in a path with pavement. Thetrack 80 includes a pair of rails 82 that are generally parallel to eachother. The wheels 32 of the vehicle 11 contact and travels on the rails82. The rails 82 are supported by cross beams 84. A bus bar orenergizing rail 86 is disposed on the cross beams 84 and provideselectrical energy from a power source (e.g., an electrical generator) tothe vehicle 11 (e.g., through an electrode attached to the vehicle 11).The track 80 also includes a plurality of position indicators 88 (e.g.,88 a, 88 b, 88 c, 88 d). Although FIG. 2 illustrates four positionindicators 88 a, 88 b, 88 c, 88 d, it is understood that the track 80may includes any number of position indicators 88. As noted above, theposition indicators 88 allow the primary controller 48 to track theposition of the vehicle 11 in the course (e.g., along the track 80) viathe primary wireless network 50, the vehicle controller 20, and thereader 36 of the vehicle position tracking system 34.

Each of the position indicators 88 represents a specific position in thecourse. The position information (e.g., coordinates) of the positionindicators 88 may be stored in the memory 58 of the primary controller48. Identifiers (e.g., serial numbers, sequential numbers) of theposition indicators 88 may also be stored correspondingly in the memory58. A distance between any of the two position indicators 88 may becalculated by the processor 59 of the primary controller 48. Inoperation, when the moving vehicle 11 passes (e.g., within a shortdistance of) one of the position indicators 88, the reader 36 of thevehicle senses that position indicator 88. Via the vehicle controller 20and the primary wireless network 50, the primary controller 48 maydetermine the position of the vehicle 11. As the moving vehicle 11passes more than one position indicators 88 at different times, whichmay be time stamped by the vehicle controller 20 and/or the primarycontroller 48, the velocity of the vehicle 11 may be calculated andstored by the primary controller 48. The backup controller 54 maysimilarly monitor the position and velocity of the vehicle 11.

As illustrated in FIG. 2, the position indicators 88 (e.g., 88 a, 88 b,88 c, 88 d) are located along the track 80 and are attached on the crossbeams 84. It should be noted, however, the position indicators 88 may beplaced near and on the track 80 in any suitable fashion. For example,the position indicators 88 may be attached to the rails 82, to theground between the cross beams 84, or outside of the track 80. Thespacing between adjacent position indicators 88 may also be flexibledepending on the requirement of the accuracy of the positiondetermination. For example, a longer distance between adjacent positionindicators 88 may result in a less accurate determination of theposition of the vehicle 20 and its velocity. The position indicators 88may be attached to the track 88 in any suitable means, including but notlimited to, adhesively and mechanically. The reader 36 is typicallylocated on the vehicle 11 to face the path (e.g., the track 80).However, it should be appreciated that the reader 36 may be placed inany other configuration that allows the reader 36 to sense and read theposition indicators 88.

In accordance with the present disclosure, any suitable pair or set offeatures that provide location information may be used (e.g., a centralmonitoring camera and an identification element on each vehicle). Forexample, present embodiments may use any identification indicator in thecourse and a reader on the vehicle 11 that is capable of reading theindicator may be used for position tracking of the vehicle 11. In oneembodiment, the position indicator 88 includes passive or active radiofrequency electronics, and the reader 36 includes a tuned antennacapable of sensing the position indicator 88. The working frequency ofthe radio transmission between the position indicator 88 and the reader36 is different from the operation frequency of the primary wirelessnetwork 50 or the backup wireless network 56 to avoid interference. Inanother embodiment, the position indicator 88 includes a bar code, andthe reader 36 includes a bar code reader capable of physically readingthe position indicator 88. In yet another embodiment, the positionindicators 88 are various marks on a scale that encodes positions, andthe reader 36 is a transducer capable of sensing the various marks onthe scale. For example, such a scale may be a liner encoder, and thetransducer may sense the encoded positions optically, magnetically,capacitively, and/or inductively.

FIG. 3 illustrate an embodiment of a ride control system 100 includingfive vehicles 11 a, 11 b, 11 c, 11 d, 11 e (e.g., the vehicle 11 ofFIG. 1) traveling in a course 102. The course 102 includes a track 104(e.g., the track 80 of FIG. 2), and the vehicles 11 a, 11 b, 11 c, 11 d,11 e travel on the track 104 in a generally counterclockwise direction106. The course 102 also includes three show events 51 a, 51 b, 51 c(e.g., the show event 51 of FIG. 1) representing three types of showevents. The show event 51 a represents a show event with a moving showelement, for example, a robot 108 moving on a show track 110. The showevent 51 b represents a show event with projection of a motion pictureto a screen 112. The show event 51 c represents a show event withanimatronics, for example, a walking dinosaur 114. The show events 51 a,51 b, 51 c include their respective show clocks 53 a, 53 b, 53 c. Itshould be noted that these show events 51 a, 51 b, 51 c are examples forillustrative purposes and are not meant to be limiting. It also shouldbe noted that the course 102 illustrated in FIG. 3 is for purposes ofillustration of the ride control system 100 and not meant to be limitingwith regard to its elements. For example, there may be less or more thanfive vehicles 11 a, 11 b, 11 c, 11 d, 11 e in the course 102. There maybe less or more than three show events 51 a, 51 b, 51 c in the course102. The layout of the track 80 may be different from the oneillustrated in FIG. 3.

The ride control system 100 includes the system controller 43. Thesystem controller 43 includes the primary controller 48 with theconnected primary transceiver 46 and the backup controller 54 with theconnected backup transceiver 52. The primary controller 48 and thebackup controller 54 are connected with each other via thebi-directional voting circuit 57 in the illustrated embodiment. Theprimary wireless network 50 includes the primary controller 48 and thefive vehicle controllers 20 a, 20 b, 20 c, 20 d, 20 e. The backupwireless network 56 includes the backup controller 54 and the fivevehicle controllers 20 a, 20 b, 20 c, 20 d, 20 e.

The primary controller 48 controls the operations of the show events 51a, 51 b, 51 c. In addition, the primary controller 48 controls theoperations of a track switch 116. The track switch 116 is configured toswitch a bridge track 118 to connect between a main path 120 (e.g., thetrack 104) and an alternate path 122. The alternate path 122 may includea maintenance station 124. Thus, by operating the track switch 116, avehicle (e.g., the vehicle 11 a, 11 b, 11 c, 11 d, or 11 e) may bedirected to travel either on the main path 120 in normal operations, oron the alternate path 122 for maintenance or other purposes (e.g., toprovide ride variety). The track switch 116 may be connected to theprimary controller 48 in any suitable means such as hardwired, wireless,or a combination thereof. For example, the track switch 116 may includea track switch transceiver 126 connected wirelessly with the primarytransceiver 46 such that the primary wireless network 50 also includesthe track switch 116.

In operation, the primary controller 48 monitors and controls themovement of each vehicle 11 a, 11 b, 11 c, 11 d, 11 e independently.That is, the primary controller 48 may control each vehicle 11 a, 11 b,11 c, 11 d, 11 e to have a different motion profile along the track 104.The motion profile includes, but is not limited to, traveling at aspecific speed at a specific position along the track 104, synchronizingwith a show event at a specific playing speed of the show event, whetherstopping due to the overlap of blocking zones with other vehicles,whether traveling along the alternate path 122, or any combinationthereof. The following non-exclusive examples with respect to the fivevehicles 11 a, 11 b, 11 c, 11 d, 11 e may help illustrate the operationsof the ride control system 100.

The vehicle 11 a travels along the track 104 after passing the showevent 51 a but not approaching the show event 51 b. An arrow 128indicates a direction in which one or more passengers of the vehicle 11a face based on an orientation of the vehicle 11 a. In this case, thearrow 128 points to the front, the traveling direction of the vehicle 11a. Via the primary wireless network 50, the primary controller 48monitors the status of the vehicle 11 a such as the position, velocity,dynamic blocking zone, motor output power, loading condition, or thelike. A front region 130 in front of the vehicle 11 a and a back region132 in back of the vehicle 11 a illustrate dynamic blocking zones of thevehicle 11 a. Likewise, the vehicle 11 c, traveling in front of thevehicle 11 a, has a front dynamic blocking zone 134 and a back dynamicblocking zone 136. It should be noted that, in certain situations, aparticular blocking zone (e.g., blocking zone 136) may correspond to theboundary of a vehicle. For example, a back blocking zone for aparticular vehicle or in a particular situation may be aligned with thephysical rear boundary of the vehicle.

As illustrated, if the front dynamic blocking zone 130 of the vehicle 11a starts to overlap with the back dynamic blocking zone 136 of thevehicle 11 c, the vehicle 11 a is about to interfere or could beinterfering with the vehicle 11 c. Upon detecting such overlap of thedynamic blocking zones 130 and 136, the primary controller 48 may sendinstructions to the vehicle 11 a to decelerate or stop as the vehicle 11c is in the process of viewing the show event 51 b. At the same time, asfront and back dynamic blocking zones 140, 142 of the vehicle 11 b,front and back dynamic blocking zones 144, 146 of the vehicle 11 d, andfront and back dynamic blocking zones 148, 150 of the vehicle 11 e donot overlap with any dynamic blocking zones of any other vehicles, theprimary controller 48 may send instructions to the vehicles 11 b, 11 d,and 11 e to maintain their respective movements along the track 104without necessarily stopping them. In other situations where the dynamicblocking zones of two adjacent vehicles start to overlap, the primarycontroller 48 may send instructions to the front vehicle to accelerate,or send instructions to both vehicles to stop, in order to avoidinterference between the two vehicles while maintaining the movement ofother vehicles along the track 104.

The vehicle 11 c, as illustrated, is in the process of viewing the showevent 51 b. As the screen 112 is located on the right side of the track104, the primary controller 48 may send instructions to the vehicle 11 cto control the passenger platform 14 c to rotate to face the screen 112.As discussed above, the primary controller 48 may synchronize themovement of vehicle 11 c with the show event 51 b using the vehicleclock 42 and the show clock 53. For example, the show event 51 b maysimulate the feeling of watching outside of a spaceship that is flyingthrough a galaxy with many stars. The show event 51 b may project ashort motion picture showing the flying spaceship and the stars. Thevehicle controller 20 c may control the passenger platform 14 c to moveaccording to the scenes of the motion picture to give the passenger thefeeling of sitting in the spaceship that is flying through the stars.The movements, for example, may include rolls and yaws to simulate thespaceship making turns, tilts and surges to simulate the spaceshipaccelerating, and rotations to simulate the spaceship making rotationalmoves, etc.

The primary controller 48 may synchronize the movement of the vehicle 11c, such as those described above, with the images of the motion picture.Similarly, the primary controller 48 may operate to provide alteredpassenger viewing time relative to movement along the track 104 byrotating the ride vehicle as it passes the show event 51 b (e.g.,turning the riders toward the show event 51 b). However, when eachvehicle 11 a, 11 b, 11 c, 11 d, 11 e approaches the show event 51 b,their respective velocities may be different due to factors such as theloading condition (e.g., the weight or number of passengers). Theprimary controller 48 may synchronize the movement of each vehicle 11 a,11 b, 11 c, 11 d, 11 e with the show event 51 b differently. Forexample, the primary controller 48 may adjust the playing speed oractivation of the motion picture to match the movements (e.g., travelingalong the track 104 and internal movement of the passenger platform 14c) of each vehicle 11 a, 11 b, 11 c, 11 d, 11 e. Alternatively, theprimary controller 48 may adjust the movements of each vehicle 11 a, 11b, 11 c, 11 d, 11 e to match the playing speed of the motion pictureduring corresponding interaction times.

The vehicle 11 b, as illustrated, is in the process of viewing the showevent 51 a. The show event 51 a may include a sequence of movements ofthe robot 108 on the show track 110. The primary controller 48 maycontrol one or both of the movements of the vehicle 11 b and themovements of the robot 108 for synchronization. For example, the primarycontroller 48 may adjust the traveling velocity of the vehicle 11 band/or speed of the internal movement of the vehicle 11 b (e.g.,adjusting a direction 152 of the passenger platform 14 a relative to thebase 12 a) to match the operational speed of the sequence of themovements of the robot 108. Similarly as described above, the primarycontroller 48 may synchronize the show event 51 a with differentvehicles 11 a, 11 b, 11 c, 11 d, 11 e differently, such as adjusting theoperational speed to different values to match the different travelingvelocity of each vehicle 11 a, 11 b, 11 c, 11 d, 11 e. As a specificexample, the speed of the robot 108 along the show tack 110 may besynchronized with the speed of the vehicle 11 b along the track 104.

The vehicle 11 d, as illustrated, is in the process of viewing the showevent 51 c. The show event 51 c may include show elements involvinganimatronics, for example, a walking dinosaur 114. Similar to other showevents described above, the primary controller 48 may control one orboth of the movements of the vehicle 11 d and the movements of thedinosaur 114, including any other special effects (e.g., sound, visual,water, pneumatic), for synchronization. The synchronization may also beadjusted with respect to each vehicle 11 a, 11 b, 11 c, 11 d, 11 e.

The vehicle 11 e, as illustrated, is approaching the track switch 116.The primary controller 48 may monitor the status of the vehicle 11 e todetermine if the vehicle 11 e takes the main path 120 or the alternatepath 122. The determination may depend at least on factors such as themaintenance status of the vehicle 11 e, spacing between the vehicles 11a, 11 b, 11 c, 11 d, 11 e, etc. The primary controller 48 may determinethe maintenance status of the vehicle 11 e based on a trend of loadingconditions or motor output power. As discussed above, the vehiclecontroller 11 e may record data regarding the status of the vehicle 11e, such as the loading condition and the motor output power, over aperiod of time. Such data may be transferred to the primary controller48 via the primary wireless network 50. The primary controller 48 maycompare the collected data to a pre-determined threshold of loadingconditions or motor output power to determine whether the vehicle 11 eshould be scheduled for maintenance. For example, the primary controller48 may calculate the total loading condition of the vehicle 11 e by, forexample, multiplying the loading weight per run with the number of runsduring the period, and then comparing the total loading condition to athreshold. If the total loading condition is greater than the threshold,the vehicle 11 e should be maintained. Otherwise, the vehicle 11 e doesnot need maintenance. However, it should be contemplated that anysuitable method may be used by the primary controller 48 to determinethe maintenance status of the vehicle 11 e. Because the operationalhistory, such as loading conditions or motor output power during aperiod of time, may vary among the vehicles 11 a, 11 b, 11 c, 11 d, 11e, the primary controller 48 may provide individualized analysis anddetermination of the maintenance status of each vehicle 11 a, 11 b, 11c, 11 d, 11 e.

Furthermore, the primary controller 48 may provide predictivemaintenance optimization for each vehicle 11 a, 11 b, 11 c, 11 d, 11 e.As described above, the primary controller 48 may record and analyze themaintenance status of each vehicle 11 a, 11 b, 11 c, 11 d, 11 e during aperiod of time. Based on such a trend, the primary controller 48 maypredict when the next maintenance will be. For example, in the aboveexample, the primary controller 48 may calculate the difference betweenthe threshold and the total loading condition of the vehicle 11 e, anddivide that difference by the average loading weight per run to estimatethe number of runs before the next maintenance. The primary controller48 may additionally provide reminder messages regarding the due time ofthe next maintenance.

After determining the maintenance status of the vehicle 11 e, theprimary controller 48 may control the track switch 116 tocorrespondingly direct the vehicle 11 e to either the main path 120 orthe alternate path 122. For example, if the vehicle 11 e should bemaintained, the primary controller 48 may control the track switch 116to connect the bridge track 118 with the alternate path 122 such thatthe vehicle 11 e may enter into the maintenance station 124. After thevehicle 11 e has entered into the alternate path 122, the primarycontroller 48 may control the track switch 116 to switch the bridgetrack 118 back to be connected with the main path 120. During suchprocess, the primary controller 48 may direct other vehicles to maintaintheir respective operational status without being affected by thevehicle 11 e.

FIG. 4 illustrates a method 160 for monitoring and controlling aplurality of vehicles 11 within a course in accordance with the presentdisclosure. The method 160 includes reading from position indicators 88within the course (block 162) by each of the plurality of vehicles 11 ora central monitor to determine the position and velocity of therespective vehicle 11 (block 164). Other data indicative of the statusof each of the plurality of vehicles 11 may also be determined, such asthe motor output power, the loading condition, and so forth.

The data indicative of the status of each of the plurality of vehicles11, including the position and the velocity, may then be transferred tothe primary controller 48 and the backup controller 54 via therespective primary wireless network 50 and the backup wireless network56 (block 166). The primary controller 48 is connected with the backupcontroller 54 via the bi-directional voting circuit 57. Thebi-directional voting circuit 57 is configured to compare the two setsof data (e.g., position data, or velocity data) of each of the pluralityof vehicles 11 received by the primary controller 48 and the backupcontroller 54, respectively. The bi-directional voting circuit may thendetermine a correct or more accurate set of data (block 168). Thebi-directional voting circuit may include a processor or circuitryconfigured to perform an algorithm that analyzes data integrity andreliability based on historical data or predictive calculations ormerely based on availability. For example, the bi-directional votingcircuit may operate to select data for use based on it being availableand uncorrupted (e.g., within predefined value limits).

Based on the determined data, the primary controller 48 sendsinstructions to each of the plurality of vehicles 11 to control themovement of each of the plurality of vehicles 11 independently (block170). The movement includes the external movement of each of theplurality of vehicles 11, such as running and stopping within thecourse. The movement also includes the internal movement of each of theplurality of vehicles 11, such as roll, tilt, and yaw of the respectivepassenger platform 14 with respect to the respective base 12 of each ofthe plurality of vehicles 11. For example, the primary controller 48 maydirect a first vehicle of the plurality of vehicles 11 to decelerate orstop if the primary controller 48 determines the dynamic blocking zoneof the first vehicle starts to overlap with the dynamic blocking zone ofa second vehicle traveling in front of the first vehicle. At the sametime, the primary controller 48 may direct other vehicles of theplurality of vehicles 11 to maintain their respective motion files.

The primary controller 48 also controls the operations of the one ormore show events 51 within the course. In accordance with the presentdisclosure, the primary controller 48 may independently synchronize themovement of each of the plurality of vehicles 11 with the one or moreshow events 51 (block 170). The synchronization may depend on at leastthe status of each of the plurality of vehicles 11, such as travelingvelocity and loading condition.

Relative to traditional systems, present embodiments may operate toreduce complex wiring, limit the number sensors, facilitate integration,and reduce maintenance costs. Further, present embodiments facilitateindependent control of the movement of individual ride vehicles in asingle course. Also, present embodiments facilitate synchronization ofindividual ride vehicle with show events. For example, when a ridevehicle has a smaller load, which might make it travel faster, presentembodiments can either adjust the speed for that particular vehicle orotherwise adjust show events to accommodate the difference withoutimpacting other ride vehicles. Present embodiments also facilitatedynamic adjustment of vehicle spacing, determination of vehicle loading,and maintenance scheduling.

While only certain features have been illustrated and described herein,many modifications and changes will occur to those skilled in the art.It is, therefore, to be understood that the appended claims are intendedto cover all such modifications and changes as fall within the truespirit of the disclosure.

1. A ride system, comprising: a first ride vehicle and a second ride vehicle positioned within a course and configured to travel within the course; a control system comprising at least one controller and at least one position tracking system, wherein the at least one controller is configured to control movement of the first and second ride vehicles, and wherein the at least one position tracking system is configured to facilitate identification of a first location and a second location of the first and second ride vehicles, respectively, within the course; and a wireless network configured to enable communication between components of the ride system, wherein the at least one controller is configured to receive data indicative of the first and second locations of the first and second ride vehicles, respectively, wherein the at least one controller determines a control loop for the first and second ride vehicles based on the data indicative of the first and second locations, and wherein the at least one controller is configured to process the data indicative of the first and second locations to synchronize one or more show elements with the first and second locations.
 2. The ride system of claim 1, wherein the at least one controller comprises a primary controller, a first ride controller corresponding with the first ride vehicle, and a second ride controller corresponding with the second ride vehicle, wherein the primary controller and the first ride controller are configured to coordinate to control the movement of the first ride vehicle, and wherein the primary controller and the second ride controller are configured to coordinate to control the movement of the second ride vehicle.
 3. The ride system of claim 2, wherein the at least one controller further comprises a backup controller configured to receive the data indicative of the first and second locations of the first and second ride vehicles, respectively, wherein the backup controller and the first ride controller are configured to coordinate to control the movement of the first ride vehicle, wherein the backup controller and the second ride vehicle are configure to coordinate to control the movement of the second ride vehicle, and wherein the control system comprises a bi-directional voting circuit configured to select between the data received by the primary controller and the data received by the backup controller.
 4. The ride system of claim 1, wherein the first ride vehicle comprises a first transceiver, the second ride vehicle comprises a second transceiver, and the primary controller comprises a primary transceiver, and wherein the wireless network enables communication between the primary transceiver and the first transceiver, and between the primary transceiver and the second transceiver.
 5. The ride system of claim 1, comprising a first reader of the first ride vehicle, a second reader of the second ride vehicle, and a plurality of position indicators of the position tracking system, wherein the plurality of position indicators is located throughout the course, wherein the first and second readers are in communication with the at least one controller, wherein each position indicator of the plurality of position indicators is readable by the first and second readers, and wherein the first and second readers, upon reading first and second position indicators of the plurality of position indicators, communicate the data indicative of the first and second locations, or a precursor of the data indicative of the first and second locations, to the at least one controller.
 7. The ride system of claim 1, wherein the first ride vehicle comprises a platform and a base, wherein the platform is rotatable with respect to the base in a roll direction, a pitch direction, or a yaw direction, wherein the first location of the first ride vehicle comprises a linear component of the base with respect to the course, and wherein the first location of the first ride vehicle comprises a rotational component of the platform with respect to the base in the roll direction, the pitch direction, or the yaw direction.
 8. The ride system of claim 7, wherein the at least one controller is configured to synchronize the one or more show elements with the linear component of the first location, the rotational component of the first location, or both.
 9. The ride system of claim 1, wherein the at least one controller is configured to determine a maintenance status of the first ride vehicle, the second ride vehicle, or both based on a trend of operation for the first ride vehicle, the second ride vehicle, or both.
 10. The ride system of claim 1, wherein the control loop is determined based at least in part on characteristics of the one or more show elements.
 11. The ride system of claim 1, wherein the at least one controller receives data indicative of first and second velocities of the first and second ride vehicles, respectively, and wherein the controller is configured to: synchronize the one or more show elements with the first velocity and the second velocity; or deteremine the control loop based at least in part on the first velocity and the second velocity.
 12. A ride system, comprising: a first ride vehicle and a second ride vehicle positioned at first and second locations, respectively, along a course, and configured to move throughout the course; a primary controller of a control system, wherein the primary controller is configured to receive a first data set indicative of the first and second locations of the first and second ride vehicles, respectively; a backup controller of the control system, wherein the backup controller is configured to receive a second data set indicative of the first and second locations of the first and second ride vehicles, respectively; and a bi-directional voting circuit of the control system, wherein the bi-directional voting circuit is configured to select between the first data set and the second data set to enable the control system to form a control loop for the first ride vehicle and the second ride vehicle, and wherein the control system controls movement of the first ride vehicle and the second ride vehicle based on the control loop.
 13. The ride system of claim 12, comprising a first reader of the first ride vehicle, a second reader of the second ride vehicle, and a position tracking system configured to enable identification of the first and second locations, wherein the position tracking system comprises a plurality of position indicators positioned along the course, and wherein the first and second readers are configured to communicate the first data set, the second data set, or both to the primary controller, the backup controller, or both.
 14. The ride system of claim 13, comprising a first vehicle transceiver corresponding with the first ride vehicle, and a second vehicle transceiver corresponding with the second ride vehicle, wherein the first reader and second readers communicate the first data set, the second data set, or both to the primary controller by way of the first vehicle transceiver and the second vehicle transceiver.
 15. The ride system of claim 12, wherein the first ride vehicle comprises a platform and a base, wherein the platform is rotatable with respect to the base in a roll direction, a pitch direction, or a yaw direction, and wherein the first location of the first ride vehicle comprises a linear component of the base with respect to the course, and a rotational component of the platform with respect to the base in the roll direction, the pitch direction, or the yaw direction.
 16. The ride system of claim 12, comprising a wireless network configured to facilitate communication between at least two of the primary controller, the backup controller, the bi-directional voting circuit, a first transceiver or first ride controller of the first ride vehicle, a second transceiver or second ride controller of the second ride vehicle, a first position reader of the first ride vehicle, or a second position reader of the second ride vehicle.
 17. The ride system of claim 12, wherein the primary controller, the backup controller, or both communicate(s) with the first transceiver or the first ride controller, and with the second transceiver or the second ride controller, to form the control loop.
 18. The ride system of claim 12, wherein the primary controller comprises a primary transceiver, and the backup controller comprises a backup transceiver.
 19. A method for controlling a first ride vehicle and a second ride vehicle within a course, comprising: identifying a first location of a first ride vehicle and a second location of a second ride vehicle; transmitting a first data set indicative of the first and second locations to a primary controller; transmitting a second data set indicative of the first and second locations to a backup controller; selecting a controlling data set between the first and second data sets; forming a control loop based on the controlling data set; and controlling movement of the first and second ride vehicles in accordance with the control loop.
 20. The method of claim 19, wherein identifying the first location of the first ride vehicle and the second location of the second ride vehicle comprises: identifying a first linear component of a first base of the first ride vehicle with respect to the course; identifying a first rotational component of a first platform of the first ride vehicle with respect to the first base, wherein the first rotational component comprises a first degree of roll, a first degree of pitch, or a first degree of yaw; identifying a second linear component of a second base of the second ride vehicle with respect to the course; identifying a second rotational component of a second platform of the second ride vehicle with respect to the second base, wherein the second rotational component comprises a second degree of roll, a second degree of pitch, or a second degree of yaw; and wherein controlling movement of the first and second ride vehicles in accordance with the control loop comprises controlling the first linear component, the first rotational component, the second linear component, and the second rotational component. 